EP3201089B1

EP3201089B1 - Smart passenger service unit

Info

Publication number: EP3201089B1
Application number: EP15846009.7A
Authority: EP
Inventors: Matthew Dunn; Eric Johannessen; Gannon T. Gambeski; John Terence Barker; Ronnie R. Moss; Jesse Richard Peck; Robert Linton; Jonathan Todzia; Donald Lasala; Luis Sam
Original assignee: BE Aerospace Inc
Current assignee: BE Aerospace Inc
Priority date: 2014-09-29
Filing date: 2015-09-29
Publication date: 2021-04-07
Anticipated expiration: 2035-09-29
Also published as: CN107108034B; WO2016054097A1; US10219059B2; US20160090192A1; CN107108034A; EP3201089A4; EP3201089A1

Description

BACKGROUND

A passenger service unit (PSU) is a unit provided on a vehicle that allows interaction between the vehicle's service providers and passengers, and provides necessary hardware/software for providing various passenger services. In an aircraft, this unit is typically located above a passenger's seat. In general, it is desirable to make PSUs highly functional, yet at the same time, keeping them simple, inexpensive, and lightweight.
US 6,393,343 B1 and US 2012/0230530 A1 disclose passenger service units for aircraft. In US2012/0230530 A1 , the passenger service unit comprises a plurality of service functions implemented on the basis of functional electronic units. These service functions are for example LED reading lights with switching knobs, loudspeaker, projection display. The functional electronic units are accommodated without cabling on a common circuit board. In US6393343 the passenger service units in an aircraft are equipped with a passenger interface and supply adapter. Each adapter includes an individual processor which is programmable independently of the aircraft central control through a programming input. The programmable interface permits controlling passenger service components in the passenger cabin such as lamps in a cabin lighting system, a public address system, and so forth, directly by the interface independently of the aircraft central control. The interface with its own individual processor and memory is connected through a databus to the aircraft central control, for example, for remote programming of the interface and for reporting the module's activities to the aircraft central control. The interface reduces the memory capacity requirements for the aircraft central control and permits the individual programming of each passenger service unit also independently of any other passenger service unit thereby avoiding retesting of the entire cabin system when for example only one passenger service unit is reprogrammed.

SUMMARY

The present invention refers to a passenger service unit for an aircraft as defined in claim 1.
Further optional features of the invention are mentioned in the dependent claims 2-10.
Disclosed herein is a PSU architecture design that incorporates features to convert input power (115 VAC/28 VDC) to supply control voltage and switching capability from digital communication signals to PSU components. This panel is mounted overhead in the aircraft and houses the passenger speaker, reading lights, attendant call lights, oxygen supply, and pulse oxygen controller. The Integrated PSU concept reduces part count and consolidates components such as heat-sinks, bezels, housings and wire harnesses. The architecture developed varies from the existing architecture design in that the PSU would also house the electrical components necessary to reduce electrical wiring throughout the aircraft and reduce the need for multiple overhead equipment units (OEUs), or separate power conversion and control modules throughout the aircraft.

TABLE OF ACRONYMS

ACARS: Aircraft Communications Addressing Reporting System
ACP: Audio Control Panel
ASCII: American Standard Code for Information Interchange
AIMS: Airplane Information Management System
AMU: Audio Management Unit
AEP: Audio Entertainment Player
ASG: ARINC Signal Generator
ATA: Air Transport Association
ANS: Ambient Noise Sensor
ARINC: Aeronautical Radio, Inc.
AWG: American Wire Gauge
BIT: Built in Test
BITE: Built in Test Equipment
CACP: Cabin Area Control Panel
CAH: Cabin Attendant Handset
CAN: Controller Area Network
CCITT: Consulting Committee, The International Telegraph and Telephone
CCP: Cabin Control Panel
CCS: Cabin Communication System
CCSD: CSS Central Storage Device
CDR: Critical Design Review
CDU: Control and Display Unit
CFS: Cabin File Server
CI: Cabin Interphone
CIS: Cabin Interphone System
CLS: Cabin Lighting System
CMCS: Central Maintenance Computer System
CP: Core Partition
CRC: Cyclic Redundancy Check
CSCP: Cabin System Control Panel
CSCP CP: CSCP Core Partition
CSCP DP: CSCP Display Partition
CSMU: Cabin System Management Unit
CSS: Cabin Services System
CW: Continuous Wave
dB: Decibels
dBc: Decibels relative to carrier level
dBm: Decibels relative to a milliwatt
dBmV: Decibels relative to a millivolt
DCAS: Digital Control Audio System
DCMF: Data Communication Management Function
DLS: Data Load System
DITS: Digital Information Transfer System
DP: Display Partition
D1MF: Dual Tone Multi-frequency
ECS: Environmental Control System
EEPROM: Electrically Erasable Programmable Read Only Memory
EICAS: Engine Indication Caution Alerting System
ELMS: Electrical Load Management System
EMC: Electromagnetic Compatibility
EMI: Electromagnetic Interference
ETOPS: Extended Twin Operations
FAR: Federal Aviation Regulation
FCC: Federal Communications Commission
FCM: Functional Circuit Module
FDD: Floppy Disk Drive
FDH: Flight Deck Handset
FMEA: Failure Modes and Effects Analysis
FSEU: Flap Slat Electronics Unit
FTK: Functional Test Kernel
FTP: File Transfer Protocol
GSE: Ground Support Equipment
GTR: General Technical Requirements
Hz: Hertz
IFE: In-Flight Entertainment (System/Unit)
IFES: In-Flight Entertainment System
INOP: Inoperable
ISO: International Standard Organization
LAN: Local Area Network
LAV: Lavatory
LCD: Liquid Crystal Display
LED: light emitting diode
LRU: Line Replaceable Unit
MAT: Maintenance Access Terminal
MCF: Monitor and Control Functions
MCDU: Multi-purpose Control and Display Unit
MCU: Modular Concept Unit
MMC: Mass Memory Card
MMo: Mach Number, Maximum Operating
MTBF: Mean Time Between Failure
NTSC: National Television Standard Committee
NVM: Non-volatile Memory
O.D.: Outside Diameter
OEU: Overhead Electronics Unit
OMS: Onboard Maintenance System
OPAS: Overhead Panel ARINC System
OPC: Operational Program Configuration
OPS: Operational Program Software
OSI: Open Systems Interconnect
PA: Passenger Address
PAL: Phase Alternation Line
PAS: Passenger Address System
PCB: Printed Circuit Board
PDR: Preliminary Design Review
PABX: Private Automatic Branch Exchange
PCU: Passenger Control Unit
POU: Passenger Overhead Unit
PRAM: Prerecorded Announcement Machine
PSEU: Proximity Electronic Sensor Unit
PSS: Passenger Service System
PSU: Passenger Service Unit
PTT: Push-To-Talk
RAM: Random Access Memory
RF: Radio Frequency
RPDU: Remote Power Distribution Unit
RTCA: Radio Technical Commission for Aeronautics
SCD: Specification Control Drawing
SCSRD: Standard Cabin System Requirements Document (D6-36440)
SDM: Speaker Drive Module
SDRL: Supplier Data Requirements List
SFE: Seller Furnished Equipment
SSU: Smart Service Unit
STC: Supplemental Type Certification
SWCM: Software Configuration Management
TBD: To Be Determined
TCF: Test Control Function
TCP/IP: Transmission Control Protocol/Internet Protocol
THD: Total Harmonic Distortion
TIU: Telephone Interface Unit
ULC: Universal Logic Card
VAC: Voltage, Alternating Current
VcAs: Velocity, Calibrated Air Speed
VDC: Volts Direct Current
VGA: Video Graphics Array
VIU: Video Interface Unit
VMo: Velocity, Maximum Operating
VTR: Video Tape Reproducer
WAP: Wireless Access Point
WES: Warning Electronics System
ZMU: Zone Management Unit

DRAWINGS

Various embodiments of the invention are illustrated in the following drawings:

Figure 1: is a block diagram illustrating various operational components of an aircraft interior;
Figure 2: is a block diagram illustrating the relationships of various components within the aircraft;
Figure 3A: is a pictorial top view diagram illustrating a first embodiment of an OEU with multiple PSUs;
Figure 3B: is a pictorial top view diagram illustrating details of the PSU in Figure 3A;
Figure 4A: is a pictorial top view diagram illustrating a second embodiment of an OEU with multiple PSUs;
Figure 4B: is a pictorial top view diagram illustrating details of the PSU in Figure 4A;
Figure 5A: is a pictorial top view diagram illustrating a third embodiment of an OEU with multiple PSUs;
Figure 5B: is a pictorial top view diagram illustrating details of the PSU in Figure 5A;
Figure 6: is a block diagram illustrating various wiring architectures related to the PSUs;
Figure 7: is a block diagram illustrating the interconnected components, including oxygen system and altitude management unit;
Figure 8: is a block diagram illustrating an alternate approach for interconnecting the components;
Figure 9: is a block diagram illustrating additional components and interconnection hierarchy;
Figure 10: is a block diagram illustrating an embodiment of a PSU controller and oxygen controller;
Figure 11: is a block diagram illustrating an embodiment of a PSU controller and oxygen controller;
Figure 12: is a detailed block diagram illustrating a first embodiment (no CAN) of the oxygen controller;
Figure 13: is a detailed block diagram illustrating a second embodiment (RPDU and CAN) of the oxygen controller;
Figure 14: is a bottom perspective pictorial view of a PSU;
Figure 15: is a bottom perspective pictorial view of a mounted PSU (with seating components reflected in the reflective surface covering) during a boarding phase;
Figure 16: is a bottom perspective pictorial view of a mounted PSU (with seating components reflected in the reflective surface covering) during a midflight phase;
Figure 17: is a bottom perspective pictorial view of an embodiment of a mounted PSU (with aircraft windows reflected in the reflective surface covering) after an attendant call has been activated;
Figure 18: is a bottom perspective pictorial view of an embodiment of a mounted PSU (with aircraft windows reflected in the reflective surface covering) after arrival;
Figure 19: is a top pictorial exploded perspective view of an embodiment using a flexible PCB;
Figure 20: is an exploded side view of the embodiment shown in Figure 19;
Figure 21: is a pictorial perspective bottom view of another embodiment of the PSU;
Figure 22: is a pictorial perspective top view of an embodiment of the PSU;
Figure 23: is pictorial perspective top view of another embodiment of the PSU;
Figure 24: is pictorial perspective top view of a further embodiment of the PSU;
Figure 25: is a pictorial bottom view of an embodiment of the PSU;
Figure 26: is a pictorial bottom view of an embodiment of the PSU that includes the power/logic module;
Figure 27: is a pictorial bottom view of an embodiment of the PSU that includes the integrated speaker-light component;
Figure 28: is a bottom perspective view of the integrated speaker-light component;
Figure 29: is a top perspective view of the integrated speaker-light component;
Figure 30: is a cross-sectional side view of the integrated speaker-light component;
Figure 31: is a graph illustrating frequency response curves at different equal loudness levels; and
Figure 32: is a block diagram illustrating the relationship between the service units and central service unit power/control in a centralized group or rib architecture.

DETAILED DESCRIPTION

Described herein is a passenger service unit (PSU) for a vehicle (as described herein, the vehicle is an aircraft, but could be any vehicle with a PSU) with an intelligent design that forms a part of an integrated cabin system.
Figure 1 is a block diagram showing an overview of an integrated cabin system 1. The cabin systems comprise various elements that are able to communicate with one another over a common network 14. These elements include main cabin lighting 2, a passenger address system 4, in-flight entertainment (IFE) 6, passenger connectivity 8, crew mobile devices 10, in-seat power 12, and a control panel 13. These interact with or support a lighting system 15 that provides dynamic cabin lighting that creates an immersive experience for the passengers, monuments 16, such as galley inserts, lavatories, closets, dividers, entryways, and potable and waste water. The seat systems 18 integrate the IFE and passenger overhead unit (POU) power, actuation, reading lights, and controls. In-cabin connectivity 19 is provided for passengers, such as WiFi, Internet and IFE delivery, and entertainment content. Finally, the integrated cabin system includes the PSUs 20, which incorporate an attendant call, digital signage, displays, reading lights, etc.
Figure 2 provides a further breakdown of certain aircraft cabin components illustrated in Figure 1. The aircraft cabin may be broken down into two primary elements: cabin interior and cabin system. Regarding the cabin interior (which includes seats, structures, and monuments), the seats may be broken down into first, business, and economy classes. The structures include PSUs, stow bins and closets, and sidewalls/flooring. The monuments include galley and galley inserts, lavatory lighting & waste control.
Regarding the cabin systems (which includes IFE & connectivity, cabin management, and environmental & safety), the IFE & connectivity may be broken down into content & transactions, IFE servers and WAPs, and tables & embedded displays. The cabin management may include zone management, PA, and interphone, cabin and seat power, and lighting & attendant controls. The environmental & safety may include oxygen delivery, air conditioning & humidification, and fire suppression. The aircraft modification shown on the left-hand side of Figure 2 is overarching, and refers to modification of the aircraft as a whole. An OEM attains a type certificate (TC) from the FAA that grants regulatory authorization to fly the aircraft. All modifications done to the aircraft after original type certification are approved via amended type certificate (by the OEM) or Supplemental Type Certificate (STC) which is open for parties other than the OEM.
Figure 3A illustrates an embodiment of a wiring architecture for PSUs 20 in which a group of PSUs 20 are shown. In the design shown, there are four PSUs 20 per OEU 100. The wiring allows cabin pressure to be monitored at each oxygen control module. The initiator sequencing is managed by a built-in test (BIT) power wire assert between the control modules in the column (of seats running fore and aft, and center column, on a twin aisle aircraft (left and right columns on a single aisle aircraft.

Figure 3B is a more detailed diagram of the OEU shown in Figure 3A and illustrates the composition of the PSUs 20 and associated wiring. The PSUs 20 can include a programmable active display (information sign) 21 that is readily viewable by a seated passenger and displays things such as "fasten seat belt" and "no personal electronic devices (PEDs)", a dynamic seat row marker 23 that is readily viewable from a vehicle aisle, an oxygen system 24 (with masks and associated deployment hardware), a call button 26, task lights 28, and first 30 and second 32 cable bundle connectors for connecting, respectively, first 34 and second 36 cable bundles to the PSU 20. There is also a third connector 33 for connecting the oxygen system cable bundle 38 to the oxygen system 24. In this design, the wiring requirements include a total of forty-eight wires, broken down as follows:

OEU Drops 34:	an eight-wire bundle
	• two for power (115 VAC)
	• six for data (RS-485 in/out)
OEU Feeds 36:	a common thirty-six wire bundle
	• twenty for reading lights
	• eight for ordinance
	• eight for attendant call
Oxygen Power 38:	a four-wire bundle
	• main power (28VDC, 5A)
	• backup power (28VDC, 5A)
	• BIT power (28VDC, 2.5A)
	• common

Figures 4A and 4B illustrate an embodiment similar to that shown in Figures 3A and 3B, but also includes an oxygen system that has an altitude input module. In this configuration, the oxygen cable bundle 38 adds two additional wires to accommodate controller area network (CAN) (high/low) bus communications over which the altitude data can be sent and enabling health management. In this design, the wiring requirements include a total of fifty wires, broken down as follows:

OEU 34:	Drops an eight-wire bundle
	• two for power (115 VAC)
	• six for data (RS-485 in/out)
OEU Feeds 36:	a common thirty-six wire bundle
	• twenty for reading lights
	• eight for ordinance
	• eight for attendant call
Oxygen Power 38:	a six -wire bundle
	• main power (28VDC, 5A)
	• backup power (28VDC, 5A)
	• BIT power (28VDC, 2.5A)
	• common
	• CAN (high/low)

Figures 5A and 5B illustrate a more integrated embodiment in which a single wire bundle 42 connects to the PSU 20 via a single connector 35. In this embodiment, by way of example only, this may be a thirteen-wire bundle in which:

SU Drops 34':	a thirteen-wire bundle
	• three for 02 power (main, backup, and return)
	• two for 02 CAN (high/low)
	• two for SU power (inc. 02 BIT)
	• six for SU data (RS-485 in/out)

This results in a significant reduction in wiring, connectors, weight, service burden, etc. for the aircraft. That is, the benefits of the integrated system include eliminating a significant amount of wiring, pinouts, OEUs, significantly simplifies the engineering by having a single, stable wire bundle for all layouts. It simplifies line fit operations and minimizes part number count. Figure 6 illustrates wiring architectures according to various embodiments.
Figure 7 is an example block diagram layout according to an embodiment. The cabin services system (CSS) 110 is connected to a zone management unit (ZMU) 120 via some form of network . The ZMU 120 interfaces to the smart service unit (SSU) 130 providing power 34.1 (e.g., 28 VDC) and data communication 34.2 (e.g., RS-485) lines. Oxygen power 150 (e.g., 28 VDC) can also be provided via cable bundle 38.1. Finally, the altitude management unit 50 can be connected to the oxygen CANBUS interface via a network, and this interface is connected to the SSU 130 via cable bundle 38.2.
Figure 8 is an example block diagram layout similar to Figure 7, where a single cable bundle 42 is provided to the SSU 130 (the cable branching occurs at other locations within the aircraft).
The SSU 130 reduces visual clutter for the passenger and provides a targeted delivery of information to the passenger, as is illustrated in the embodiments according to Figures G-K. The integrated systems permit PSU lighting scenes to be coordinated with the cabin scenes. They also permit a comprehensive onboard diagnostics and health management ability. The enhanced cabin crew communications provide a new tool to streamline cabin services.
Figure 32 shows a networked interconnection between a number of service units 130 and the central service unit power/control 140 having interfaces to power, audio, and communications of the aircraft.
Figure 9 is a block diagram illustrating an organization of the PSUs into zone management areas, each controlled by a zone management unit. It illustrates how the smart PSU elements can be integrated into an existing airplane system architecture. Everything connected with the leftmost lines on the PSU is existing. The components connected with the rightmost lines on the PSUs relate to the new "smart" PSU.
Figure 10 is a block diagram illustrating both the PSU controller 20.1 and the oxygen controller 24.1. The PSU controller 20.1 contains a power supply that may take either AC (e.g., 115 VAC @ 400 Hz) or DC (e.g., 28 VDC) and convert it into DC voltage usable by the PSU controller. The PSU Controller contains a micro-controller with a communications interface for, e.g., RS-485 and a token-in, token-out communications. It also has I/O for the reading lights 28, attendant call, non-smoking display, fasten seatbelt display, seat row marker display, and the speaker. The oxygen controller 24.1 comprises a power supply converter and a micro-controller that interfaces with the oxygen system equipment 24.2.
Figure 11 is a block diagram for the lighting controller 15.1, also including a power supply and micro-controller. The micro-controller interfaces to the reading lights 28. In the previous Figure 10, it shows the PSU controller interfacing to these lights. The lighting controller is a part of the PSU interface, and includes a zone management unit interface for RS-485 and token communications. Figure 10 shows the PSU controller including both lighting and oxygen system control. Figure 11 shows the lighting portion only, with slightly more detail.
Figure 12 is a block diagram illustrating the oxygen controller 24.1 in a no controller area network (CAN) configuration. The local electronics are powered by a power supply and provide an interface to LED flow indicators and the PSU door latch that opens the door to allow oxygen masks to drop. The local electronics also comprise an interface to the oxygen cylinder initiator that begins the flow of high pressure oxygen into a regulator. The regulator controls the correct amount of oxygen flow. The local electronics comprise interfaces to breath sensors, control valves for the regulated oxygen, a pressure/temperature transducer, and a cabin pressure transducer. The breath sensor and control valve interfaces with the passenger mask to ensure proper flow of oxygen to the user.
Figure 13 is a block diagram illustrating the oxygen controller 24.1 using a remote power distribution unit (RPDU) and CAN configuration. In this configuration, the local electronics receive power from remote power distribution units and interface, via a CAN bus to a remote data concentrator (RDC). This illustrates the flexibility to adapt to the specific aircraft manufacturer and model databus configuration when different databus protocols are used.
Figure 14 is a pictorial bottom perspective view of an embodiment of a PSU 20 shown in its mounted position. The active display 21 shows a current seatbelt and seating status, along with a seat row marker 23 and reading/task lights 28.
Figure 15 is a pictorial view showing the active display 21 of the PSU 20, e.g., during a boarding phase of the flight, indicating an amount of time until departure. As can be seen, the smooth surface contour features present reduced visual clutter to the user and allow many different languages (including seat-row individualized languages) to be easily presented to passengers. Figure 16 shows the PSU 20 during a cruising portion of the flight, where a passenger has activated a do-not-disturb status 23.1. The remaining flight time is indicated in the active display 21, as well as a possible indication of the aircraft's position. Figure 17 provides an illustration in which the active display 21 provides attendant call feedback along with the particular seat it relates to, and an additional status portion 23.2 provides an illustration of a passenger preference (e.g., type of meal). The seat row marker 23 can light up in different colors to indicate some form of status (e.g., to help the flight attendant navigate the cabin during meal service).
Finally, Figure 18 shows the PSU 130 during an arrival/deplaning phase, with a welcome message showing in the active display 21 and local weather information showing in the status portion 23.1 of the row marker 23. The PSU displays 21, 23 are connected to a centralized server unit that provides relevant status. Updates can be triggered periodically or as a result of a change of a situation, such as the passenger providing some input or some predefined point in the flight being reached. In the deplaning phase, the PSU displays 21, 23 can be programmed to provide passengers information about the destination as well as transfer and luggage claim information and directions.
Figure 19 is an exploded perspective view that illustrates the use of a flexible printed circuit board (flex PCB) 29 as a basis for a lighting unit containing light emitting diode (LED) lights 28. The flex PCB 29 is designed in a manner that keeps the components in a relatively tight packing space and on a single PCB, yet significantly thermally isolates the LEDs from the circuitry by the use of a U-shaped channel 29c that segregates the PCB 29 into an LED potion 29a, and a control circuitry portion 29b. The LED comprises an LED extension portion 29al that extends laterally and comprises the LED 29a2 itself. The control circuitry portion 29b comprises a connector that provides the PCB 29 power and control signals, and circuitry for communicating and controlling the LEDs. Figure 20 is an exploded side view of the LED lights 28 with flex PCB 29.
Various configurations for the PSU 20 are envisioned that offer a range of feasible architectural solutions for the lighting requirements including a unique integrated speaker approach for PSU panels 20. These can reduce part numbers, leverage common parts, and support all uses in the cabin including passenger seating areas, attendant seating areas, galley work areas, crew rest areas, cross aisle areas and in the lavatories as required. In summary, design solutions include: variations on a traditional architecture, a centralized architecture, a centralized architecture with integrated speaker, and a centralized rib or group architecture. These architectures provides LED based lighting solutions that leverage traditional as well as modular line replaceable unit (LRU) task/reading light technologies and solutions.
In the variations on the traditional architecture, all of the lights may be individual LRUs and hence are vertically integrated components or they may alternatively leverage modular technology methods for all lighting applications. The modular approach has significant merits including enabling increased commonality of subassemblies, greater flexibility in manufacturing, easy removal/installation on the assembly line or in the field. Additionally, these lights can have all of the benefits of new LED technology including: smooth on/off transitions and optional dimming; multiple color temperatures, color rendering index (CRI) and dispersion angle options; and improved reliability and mean time between failure/mean time between unit replacement (MTBF/MTBUR).
Furthermore, the variations on the traditional architecture can support an existing style OEU 100 and/or PSU 20, power and control feeds or other controllers that individually interface to each PSU/LRU. This requires a separate power run for each light, sign, marker, etc. Signals are discrete and may include some form of communications (TIA-485 or CANbus). The LED task/reading lights and other LEDs lights can be designed to support an 11. 4 VAC/VDC - 30 VAC/VDC input range or other input range as required. Each LRU may require its own power supply to interface with the power bus. An optional 115 VAC, 400 Hz style task/reading light can be provided and would require a separate power supply that may be incorporated in external electronics.
Figure 21 is a bottom pictorial view illustrating placement of the various PSU 20 components, along with example dimensions for the PSU. As can be seen in Figure 21, the task lights 28 occupy a leftmost position, and the oxygen canister 24.2a a rightmost position. The oxygen masks 24.2b (above the panel) are located to the left of the oxygen canister 24.2a, and the lighted sign/display 21, speaker 27, and call light 28a, are located to the left of the masks 24.2b.
Figure 22 is a pictorial perspective bottom view of the modified traditional embodiment in which the PSU has a generally flat bottom surface with the exception of the display 21, which may protrude from the bottom surface for easier viewing. This design shows the location of an oxygen mask door panel 24.3 and an oxygen canister 24.2 located at one end of the PSU 20. Figure 22 is a detailed perspective top view illustrating a
configuration of the various PSU components.
Figure 26 illustrates a design using the centralized architecture. The lights for this approach leverage the same technologies deployed in the architecture discussed above while eliminating redundant power and control circuitry. Moreover, this integrated architecture offloads all power supply functionality, control logic, and optionally oxygen system functionality onto one PC board, the power/logic module 20.1. This power/logic module can be centrally located in the PSU 20 or located at one side, as illustrated in Figure 26, and allows for a single point of entry for power, control, and audio. The advantages for this configuration include:

a. task/reading lights 28, seat row markers 23, signage 21, and call light 28a internal power supplies are not needed, leading to possible lower weight and costs;
b. power supply front end protection devices are designed once and are common across the entire PSU 20;
c. external shipside cable management and power quality certification can be leveraged, leading to possible lower PSU cable weight and costs;
d. a power supply that can support an 11.4 VAC/VDC - 30 VAC/VDC input range, as required or optional 115 VAC, 400 Hz input;
e. the ability to power other systems, such as washlighting, USB charging, etc.;
f. use a single input connector per PSU 20;
g. provide audio amplification on the power/logic board 20.1 accepting differential audio signal or digital formats;
h. provide a common look/feel in a normalized manner, such as fade in/out transition times or illumination profiles as required; and
i. allow advanced occupancy sensing technology to dim lights, adjust volume, etc.

The unified and centralized architecture also enables BIT/BITE simplicity and can leverage a common microcontroller leading to a streamlined RTCA/DO-178/254 documentation process, as applicable.
Regarding the physical construction, the PSU panel is designed to have a simplified modular construction that lends itself readily to kit design components and helps to reduce the part count. The modules may comprise a lighting module/panel portion 28 (e.g., a 2, 3, 4, or n number of lights to conform to a particular vehicle configuration), an oxygen module 24 that comprises the oxygen bottle/canister 24.2a, masks 24.2b, and related hardware, and a sign module 21 that displays signs (seatbelt, etc.) to the user.
The panel may be designed to have a smooth bottom surface when viewed from the bottom (customer view) (see Figures 14, 17, 18). In an embodiment, it has a monolithic construction or at least is manufactured to have a surface that is contiguous. In an embodiment, the contiguous surface has a large planar portion. In an embodiment, the sign module portion has a translucent or semi-transparent cover (such a cover could cover the entire lower portion of the panel) so that the illuminated signs can be visible through the cover, but the cover can hide or reduce visibility of components that the customers should not see. This can be achieved by specific positioning of the lighting and other components, the use of a masked coating, which blocks the translucent cover in all areas other than the sign areas. In this way, electronics, masks, oxygen bottles, etc. are not visible to the customers during normal use.
The PSU panel may be designed so that it utilizes a drop hinge or an articulated hinge. This permits the panel to drop away when oxygen masks need to be deployed, yet at the same time retains a clean and uncluttered appearance during normal operation of the vehicle.
In certain embodiments (Figures 24, 25), the oxygen bottle/canister 24.2a can be turned 90 degrees with respect to the other electronic components and orientation with respect to the seats (the axial direction of the cylindrical canister is perpendicular to the viewing direction of the seat locations) to make maximum use of available space. In other embodiments (Figures 22, 23), the axial direction is parallel to the viewing direction). In an embodiment (Figure 24), a bottle mount 24.4 may be provided on the mask housing. This can permit a maximum storage situation when the masks are packed, while at the same time capable of being deployed.

CENTRALIZED ARCHITECTURE WITH INTEGRATED SPEAKER

Figure 27 illustrates an architecture that utilizes a centralized power and control system within each SU along with a vertically integrated task/light and speaker. Known vehicle speakers typically are old large paper cone type speakers, which require large amplifiers. Such speakers are not tuned for optimal sound quality. The speaker cone is heavy and not ideal for high frequency response, which is important for intelligible audio, and such speakers take up space on the PSU 20 (where real estate is valuable). Furthermore, the speaker takes up a large volume above it (meaning other things cannot be mounted in this volume).
New LED technology is much more efficient than traditional incandescent or fluorescent lighting. LEDs themselves, along with drive circuitry, can be shared with circuitry used to drive the speaker which frees up space in the real estate formerly occupied by both the light and the speaker. In one embodiment, the speaker is vertically integrated into the reading light so that they can share a common housing.
Since the reading light is already directional and is usually pointed at the user, this configuration benefits the inclusion of the speaker as well. Having individual speakers that are directed to the user means that the size can be reduced (such a speaker can be, e.g., 2" in diameter).
Additionally, a speaker of this size has a higher frequency response because the cone is smaller and lighter than older traditional vehicle speaker designs. This is horn loaded and is tuned to treble, which helps with voice intelligibility, giving a nice clean sound. This speaker can use a small point-of-load amplifier, as opposed to a large amplifier that would be needed to drive the larger traditional speakers. The small amplifier can receive audio data or digital data, and in either case can be uniquely adjusted for each user. If a digital signal is used, the digital signal processing (DSP) and further processing/enhancements of the audio can be done. Such processing can include equalization and phase correction (to the extent that others' speaker outputs may be undesirably combined with the current speaker). However, in general, the small speakers being directional means that a passenger typically will not hear their neighbor's speaker, and will not get multiple phases of their sound (delay).
This approach would have the same features, benefits and technologies deployed in the systems described above as well as providing added value and functionality by incorporating high a quality speaker into the task/reading light assembly. The value this provides includes: weight savings, and space savings for other PSU and oxygen system components.
The mass/volume savings (since traditional heat sinking can be reduced or eliminated when using LED technology) are then replaced with a water resistant speaker that is compression loaded into a horn configuration.
The speaker may be located in the back of the light where the heat sink was previously located. It can pass the sound through a throat, and thus it forms a horn that directionalizes the sound. The reading light assembly is levitated within the throat of that horn, and the speaker sound feeds through it.
Figure 27 illustrates an embodiment of this design, an integrated speaker/task light 200 is provided, which saves space on the PSU 20. Figure 28 is a bottom perspective view of the integrated unit 200 illustrating a housing 205 which may be of a truncated spherical form, an LED light module 210, a speaker horn 215, and a mount 230. Figure 29 is a top perspective view of the integrated unit 200 showing, in addition, the speaker 220. Figure 30 is a cross-sectional side view of the integrated unit 200, additionally showing the location of the speaker/light electronics 225.
"Horn tuning" can be used to directivity and sound pressure level (SPL) in the upper-mid to high frequency range (5k - 20k Hz) which improves intelligibility within the audible range. Free air architecture allows the PSU to act as an enclosure for low frequency extension. Further tuning can be accomplished via the offloaded amplifier circuit for enhancing audio perception.
Performance of this new approach surpasses existing PSU speaker technology since legacy products are not designed to produce comparable high frequency response characteristics and have to be played at higher SPL levels to achieve similar performance. Other advantages include the application of a slight notch filter in the mid frequency range (∼2k - 5k Hz) which addresses a "voice squawk" that is often discomforting to passengers (reference Fletcher-Munson Curves, also known as the "equal-loudness contours", illustrated in Figure 31).
Thus, this integrated design is advantageous in that it is weight neutral with respect to existing task/reading lights, and creates an overall net weight reduction per PSU due to elimination of the PSU speaker. The speaker provides a superior sound quality, directivity, control, and minimization of distortion. Through the use of tunable sound filters, click/pop suppression and soft clipping can be provided in either analog or digital form. The speaker may not be required for all task/reading lights and/or PSU panels. In one embodiment, alternating assemblies can be utilized which may lead to further ship set weight savings. The vertically integrated task light and speaker may be used with any of the proposed architectures discussed above.

CENTRALIZED RIB OR GROUP ARCHITECTURE

Figure 32 illustrates a centralized rib or group architecture that utilizes a centralized power and control system outside of each SU.
This approach leverages the same technologies and applicable features and benefits of the architectures described above. Additionally, this architecture offers even more synergy and possible part count reduction by eliminating redundant circuitry via offloading the power/logic module 140 to a separate assembly that feeds a group of PSU's 130. Costs can be potentially lowered by a reduction in overall 115 VAC, 400 Hz shipside power supply count/capacity that typically require a larger front end for power factor correction and harmonic distortion reduction. This has traditionally been a major cost/weight driver for individual power supplies. The architecture is scalable and may be integrated into existing aircraft subsystems.
The lighting elements may be individual LRUs and are either vertically integrated LED based components or are LED driven fiber optic end nodes that can also be designed in a modular fashion thus enabling increased commonality and flexibility. For instance, fiber optic/light pipes and associated driver engines can be utilized to transmit light to task/reading, ordinance, call lights, etc. This offloads all LED's and their associated electronics/heat sources to a single LRU. This multiplexed light engine could have its own passive thermal management and power supply with multiple collimated fiber outputs that can have a range of several feet. Reliability is enhanced by virtue of commonality and reduced part numbers/count. Power and control to this LRU is a single feed for multiple SU's. Communications may be daisy chained via a TIA-485 architecture or a similar multi-drop topology.
For the purposes of promoting an understanding of the principles of the invention, reference has been made to the preferred embodiments illustrated in the drawings, and specific language has been used to describe these embodiments. However, no limitation of the scope of the invention is intended by this specific language, and the invention should be construed to encompass all embodiments that would normally occur to one of ordinary skill in the art.
The embodiments may be described in terms of functional block components and various processing steps. Such functional blocks may be realized by any number of components that perform the specified functions.
The particular implementations shown and described herein are illustrative examples of the invention and are not intended to otherwise limit the scope of the invention in any way. For the sake of brevity, conventional aspects of the systems (and components of the individual operating components of the systems) may not be described in detail. Furthermore, the connecting lines, or connectors shown in the various figures presented are intended to represent exemplary functional relationships and/or physical or logical couplings between the various elements. It should be noted that many alternative or additional functional relationships, physical connections or logical connections may be present in a practical device. Moreover, no item or component is essential to the practice of the invention unless the element is specifically described as "essential" or "critical".
The use of "including," "comprising," or "having" and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Unless specified or limited otherwise, the terms "mounted," "connected," "supported," and "coupled" and variations thereof are used broadly and encompass both direct and indirect mountings, connections, supports, and couplings. Further, "connected" and "coupled" are not restricted to physical or mechanical connections or couplings. Expressions such as "at least one of," when preceding a list of elements, modify the entire list of elements and do not modify the individual elements of the list.
The use of the terms "a" and "an" and "the" and similar referents in the context of describing the invention (especially in the context of the following claims) should be construed to cover both the singular and the plural. Furthermore, recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. Finally, the steps of all methods described herein are performable in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. The use of any and all examples, or exemplary language (e.g., "such as") provided herein, is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention unless otherwise claimed.
The words "mechanism" and "element" are used herein generally and are not limited solely to mechanical embodiments. Numerous modifications and adaptations will be readily apparent to those skilled in this art without departing from the spirit and scope of the invention.

TABLE OF REFERENCE CHARACTERS

1: cabin system
2: main cabin lighting
4: passenger address system
6: in-flight entertainment system
8: passenger connectivity system
10: crew mobile devices
12: in-seat power
13: control panel
14: common network
15: lighting system
15.1: lighting controller
16: monuments
18: seat systems
19: in-cabin connectivity
20: passenger service unit (PSU)
20.1: PSU controller
21: programmable active display/information sign
23: dynamic seat row marker
23.1: status portion
23.2: additional status portion
24: oxygen supply system
24.1: oxygen controller
24.2: oxygen system equipment
24.2a: oxygen canister
24.2b: oxygen mask
24.3: oxygen mask door panel
24.4: bottle mount
26: call button
27: speaker
28: task (reading) lights
28a: call light
29: PCB, flexible (flex) PCB
29a: LED portion of flex PCB
29a1: LED extended PCB portion
29a2: LED
29b: control circuitry portion of flex PCB
29b1: connector
30: first cable bundle connector
32: second cable bundle connector
33: third cable bundle connector
34: first cable bundle (OEU drops)
34': combined cable bundle
34.1: power
34.2: RS-485
35: single connector for single wire bundle
36: second cable bundle (OEU feeds)
38: oxygen (3rd) system cable bundle
38.1: power
38.2: CANBUS
40: single connector
42: single wire bundle (SU drops)
100: overhead equipment unit (OEU)
110: cabin services system (CSS)
120: zone management unit (ZMU)
130: smart service unit (SSU) w/ service unit control system
150: oxygen power
200: integrated speaker/task light
205: housing; truncated spherical housing
210: LED light module
215: horn
220: speaker
225: speaker and light electronics
230: mount

Claims

A passenger service unit (20) for an aircraft cabin, comprising:
a mounting mechanism for mounting the passenger service unit (20) above at least one seat;

a dynamic seat row marker (23) that is adapted to provide an indication of a seat position and a status portion indicating a status of a passenger or trip aspect that is readily viewable from an aircraft aisle and is changeable during a trip;

a programmable active display that is readily viewable from the seat and provides trip changeable information about the trip to the passenger;

an oxygen supply module (24) comprising an oxygen canister (24.2a) and a plurality of oxygen masks (24.2b);

a lighting module (28) comprising a plurality of LED reading lights;

at least one speaker (220) comprising a horn (215) having a circular cross section; and

a power/logic module (20.1) for controlling the lighting module (28), and

the at least one speaker (220), wherein the power/logic module (20.1) comprises
a power supply adapted to convert supplied AC oder DC power into DC voltage usable by the power/logic module (20.1), and

a common data communications interface for communicating with a cabin management system; and

wherein a first speaker (200) of the at least one speaker (200) is vertically integrated into a first LED reading light of the plurality of LED reading lights, wherein an LED for illuminating the first LED reading light is at least partially surrounded by the horn (215) of the first speaker, and wherein the first speaker (200) and the first LED reading light share a common housing.
The passenger service unit of claim 1, comprising a flexible printed circuit board (29) having a control circuitry portion (29b) and an LED portion (29a) including a plurality of LEDs for illuminating the plurality of LED reading lights.
The passenger service unit of claim 1, wherein the at least one speaker comprises three speakers each integrated with a respective LED reading light of the plurality of reading lights.
The passenger service unit of claim 1, wherein the first speaker is directed to a passenger positioned to use the first LED reading light.
The passenger service unit of claim 1, wherein the dynamic seat row marker (23) is configured to identify a meal preference of a passenger seated beneath the passenger service unit.
The passenger service unit of claim 1, wherein the programmable active display is configured to display luggage claim information.
The passenger service unit of any of claims 1 through 6, wherein the oxygen canister (24.2a) of the oxygen supply module (24) is mounted perpendicular to a longitudinal axis of the passenger service unit (20).
The passenger service unit of any of claims 1 through 7, further comprising a translucent cover disposed over the sign module (21).
The passenger service unit of claim 8, wherein the translucent cover is a portion of a cover disposed over an entire bottom portion of the passenger service unit.
The passenger service unit of claim 1, further comprising a single connector (35) for a single wire bundle (42) entering the passenger service unit from an external source, the single wire bundle (42) comprising the common data communication interface and a power supply to the passenger service unit.